JP2020164006A - Hybrid vehicle - Google Patents

Abstract

To suppress lowering of a function of a filter.SOLUTION: A vehicle includes: an internal combustion engine; a rotary electric machine; a planetary gear mechanism to which the internal combustion engine, the rotary electric machine, and an output shaft are connected; a filter which captures particle matter contained in exhaust of the internal combustion engine; and a control device which is configured to control the internal combustion engine and the rotary electric machine. When the control device executes regeneration control for burning the particle matter deposited in the filter, the control device controls the internal combustion engine and the rotary electric machine so as to move an operation point on a map indicating a relation between rotary speed of the internal combustion engine and generation torque to a side in which generation torque is low so that the temperature of the filter falls within a regeneration temperature range in which the regeneration control can be executed (step S114).SELECTED DRAWING: Figure 10

Description

This disclosure relates to a hybrid vehicle, particularly to a hybrid vehicle having an internal combustion engine with a supercharger.

Japanese Unexamined Patent Publication No. 2015-58924 (hereinafter referred to as "Patent Document 1") discloses a hybrid vehicle equipped with an internal combustion engine provided with a turbocharger and a motor generator.

Japanese Unexamined Patent Publication No. 2015-58924

In such a hybrid vehicle, the exhaust energy tends to be low because the exhaust energy is used for supercharging by the turbocharger. As a result, the temperature of the exhaust gas flowing into the GPF (Gasoline Particulate Filter), which is a filter that collects particulate matter (PM: Particulate Matter) contained in the exhaust gas of the engine, is lowered, so that the GPF cannot be regenerated by the high temperature exhaust gas. .. As a result, the function of the GPF may deteriorate.

This disclosure has been made to solve the above-mentioned problems, and an object of the present invention is to provide a hybrid vehicle capable of suppressing deterioration of filter function.

The vehicle in the vehicle control device according to this disclosure captures an internal combustion engine, a rotary electric machine, a planetary gear mechanism for connecting the internal combustion engine, the rotary electric machine, and an output shaft, and a particulate substance contained in the exhaust of the internal combustion engine. It includes a collecting filter and a control device configured to control an internal combustion engine and a rotary electric machine. When the control device executes regeneration control for burning the particulate matter deposited on the filter, the rotation speed and generated torque of the internal combustion engine are adjusted so that the temperature of the filter is within the regeneration temperature range in which the regeneration control can be executed. The internal combustion engine and the rotary electric machine are controlled so as to move the operating point on the map showing the relationship between the two to the side where the generated torque is low.

According to such a configuration, the temperature of the filter can be set within the regeneration temperature range. As a result, it is possible to provide a hybrid vehicle capable of suppressing deterioration of the filter function.

Preferably, the controller moves on an equal output line as it moves the operating point. According to such a configuration, the output of the internal combustion engine can be kept constant even when the operating point is moved. As a result, it is possible to continue running without significantly increasing or decreasing the charge / discharge amount of the battery while keeping the driving force constant.

Preferably, the internal combustion engine includes a supercharger that uses the energy of the exhaust gas from the internal combustion engine to supercharge the intake air to the internal combustion engine. The supercharging line defined on the map is a line that supercharges the intake air by the supercharger when the torque generated by the internal combustion engine indicated by the operating point on the map exceeds the supercharging line. .. The control device moves the operating point so that when the torque generated by the internal combustion engine indicated by the operating point on the map is above the supercharging line, it is below the supercharging line.

According to such a configuration, it is possible to prolong the time during which the temperature of the filter is equal to or higher than the regeneration temperature range as compared with the case where the operating point is not moved. As a result, the filter's ability to collect PM can be restored.

According to this disclosure, it is possible to provide a hybrid vehicle capable of suppressing deterioration of the function of the filter.

It is a figure which shows an example of the structure of the drive system of the hybrid vehicle according to the embodiment of this disclosure. It is a figure which shows an example of the structure of the engine equipped with a turbocharger. It is a block diagram which shows an example of the structure of a control part. It is a figure explaining the operating point of an engine. It is a collinear diagram which shows the relationship between the rotational speed and torque of an engine, a 1st MG, and an output element. It is a collinear diagram which shows the relationship between the rotational speed and torque of an engine, a 1st MG, and an output element. It is a collinear diagram which shows the relationship between the rotational speed and torque of an engine, a 1st MG, and an output element. It is a figure which shows the optimum fuel consumption line which is an example of the recommended operation line of an engine. It is a flowchart which shows an example of the basic calculation process which determines the operating point of an engine, 1st MG, and 2nd MG. It is a flowchart which shows the flow of the GPF temperature-related processing of this embodiment. It is a figure for demonstrating the movement of the operating point by GPF reproduction control.

Hereinafter, embodiments of this disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and the description thereof will not be repeated.

<About the drive system of hybrid vehicles>
FIG. 1 is a diagram showing an example of a configuration of a drive system of a hybrid vehicle (hereinafter, simply referred to as a vehicle) 10 according to the embodiment of this disclosure. As shown in FIG. 1, the vehicle 10 includes a control unit 11, an engine 13 serving as a power source for traveling, a first motor generator (hereinafter referred to as the first MG) 14, and a second motor generator (hereinafter referred to as the first MG). , (Described as the second MG) 15 is provided as a drive system. The engine 13 includes a turbocharger 47.

Both the first MG 14 and the second MG 15 have a function as a motor that outputs torque when driving power is supplied, and a function as a generator that generates generated power when torque is applied. As the first MG14 and the second MG15, an AC rotary electric machine is used. The AC rotary electric machine is, for example, a synchronous motor or an induction motor such as a permanent magnet type having a rotor in which a permanent magnet is embedded.

Both the first MG 14 and the second MG 15 are electrically connected to the battery 18 via a PCU (Power Control Unit) 81. The PCU 81 transfers electric power between the first MG 14 and the first inverter 16, the second inverter 17 which exchanges electric power with the second MG 15, the battery 18, and the first inverter 16 and the second inverter 17. Includes converter 83.

The converter 83 is configured so that, for example, the power of the battery 18 can be boosted and supplied to the first inverter 16 or the second inverter 17. Alternatively, the converter 83 is configured to be able to step down the power supplied from the first inverter 16 or the second inverter 17 and supply it to the battery 18.

The first inverter 16 is configured to be able to convert the DC power from the converter 83 into AC power and supply it to the first MG 14. Alternatively, the first inverter 16 is configured to be able to convert AC power from the first MG 14 into DC power and supply it to the converter 83.

The second inverter 17 is configured to be able to convert the DC power from the converter 83 into AC power and supply it to the second MG 15. Alternatively, the second inverter 17 is configured to be able to convert the AC power from the second MG 15 into DC power and supply it to the converter 83.

The battery 18 is a rechargeable power storage element. The battery 18 includes, for example, a secondary battery such as a lithium ion battery or a nickel hydrogen battery, or a power storage element such as an electric double layer capacitor. The lithium ion secondary battery is a secondary battery using lithium as a charge carrier, and may include a so-called all-solid-state battery using a solid electrolyte as well as a general lithium ion secondary battery having a liquid electrolyte.

The battery 18 can receive the electric power generated by the first MG 14 through the first inverter 16 and store it, and can supply the stored electric power to the second MG 15 through the second inverter 17. Further, the battery 18 can also receive and store the electric power generated by the second MG 15 through the second inverter 17 when the vehicle is decelerated, and the stored electric power is stored through the first inverter 16 when the engine 13 is started or the like. It can also be supplied to the first MG14.

That is, the PCU 81 charges the battery 18 using the electric power generated in the first MG 14 or the second MG 15, or drives the first MG 14 or the second MG 15 using the electric power of the battery 18.

The engine 13 and the first MG 14 are connected to the planetary gear mechanism 20. The planetary gear mechanism 20 divides and transmits the drive torque output by the engine 13 to the first MG 14 and the output gear 21. The planetary gear mechanism 20 has a single pinion type planetary gear mechanism and is arranged on the same axis Cnt as the output shaft 22 of the engine 13.

The planetary gear mechanism 20 includes a sun gear S, a ring gear R arranged coaxially with the sun gear S, a pinion gear P that meshes with the sun gear S and the ring gear R, and a carrier C that holds the pinion gear P so that it can rotate and revolve. The output shaft 22 of the engine 13 is connected to the carrier C. The rotor shaft 23 of the first MG 14 is connected to the sun gear S. The ring gear R is connected to the output gear 21.

The carrier C to which the output torque of the engine 13 is transmitted functions as an input element, the ring gear R that outputs torque to the output gear 21 functions as an output element, and the sun gear S to which the rotor shaft 23 is connected functions as a reaction force element. That is, the planetary gear mechanism 20 divides the output of the engine 13 into the first MG 14 side and the output gear 21 side. The first MG 14 is controlled to output a torque corresponding to the output torque of the engine 13.

The counter shaft 25 is arranged parallel to the axis Cnt. The counter shaft 25 is attached to a driven gear 26 that meshes with the output gear 21. Further, a drive gear 27 is attached to the counter shaft 25, and the drive gear 27 meshes with the ring gear 29 in the differential gear 28 which is the final reduction gear. Further, the driven gear 26 is meshed with the drive gear 31 attached to the rotor shaft 30 of the second MG 15. Therefore, the output torque of the second MG 15 is added to the torque output from the output gear 21 in the driven gear 26. The torque synthesized in this way is transmitted to the drive wheels 24 via the drive shafts 32 and 33 extending from the differential gear 28 to the left and right. By transmitting torque to the drive wheels 24, a driving force is generated in the vehicle 10.

<About engine configuration>
FIG. 2 is a diagram showing an example of the configuration of the engine 13 including the turbocharger 47. The engine 13 is, for example, an in-line 4-cylinder spark-ignition type internal combustion engine. As shown in FIG. 2, the engine 13 includes, for example, an engine body 40 formed by arranging four cylinders 40a, 40b, 40c, and 40d in one direction.

One end of the intake port and one end of the exhaust port formed in the engine body 40 are connected to the cylinders 40a, 40b, 40c, and 40d, respectively. One end of the intake port is opened and closed by two intake valves 43 provided for each of the cylinders 40a, 40b, 40c and 40d, and one end of the exhaust port is opened and closed by two intake valves 43 for each of the cylinders 40a, 40b, 40c and 40d. It is opened and closed by two exhaust valves 44 provided in each. The other end of each intake port of the cylinders 40a, 40b, 40c, 40d is connected to the intake manifold 46. The other end of each exhaust port of the cylinders 40a, 40b, 40c, 40d is connected to the exhaust manifold 52.

In the present embodiment, the engine 13 is, for example, a direct injection engine, and fuel is injected into each of the cylinders 40a, 40b, 40c, and 40d by a fuel injection device (not shown) provided at the top of each cylinder. Will be done. The air-fuel mixture of the fuel and the intake air in the cylinders 40a, 40b, 40c, and 40d is ignited by the spark plugs 45 provided in each of the cylinders 40a, 40b, 40c, and 40d.

Note that FIG. 2 shows the intake valve 43, the exhaust valve 44 and the spark plug 45 provided in the cylinder 40a, and the intake valve 43, the exhaust valve 44 and the spark plug provided in the other cylinders 40b, 40c and 40d. The plug 45 is omitted.

The engine 13 is provided with a turbocharger 47 that supercharges intake air using exhaust energy. The turbocharger 47 includes a compressor 48 and a turbine 53.

One end of the intake passage 41 is connected to the intake manifold 46. The other end of the intake passage 41 is connected to the intake port. A compressor 48 is provided at a predetermined position in the intake passage 41. An air flow meter 50 that outputs a signal according to the flow rate of air flowing in the intake passage 41 is provided between the other end (intake port) of the intake passage 41 and the compressor 48. An intercooler 51 for cooling the intake air pressurized by the compressor 48 is provided in the intake passage 41 provided on the downstream side of the compressor 48. An intake throttle valve (throttle valve) 49 capable of adjusting the flow rate of intake air flowing in the intake passage 41 is provided between the intercooler 51 and the intake manifold 46 of the intake passage 41.

One end of the exhaust passage 42 is connected to the exhaust manifold 52. The other end of the exhaust passage 42 is connected to a muffler (not shown). A turbine 53 is provided at a predetermined position in the exhaust passage 42. Further, the exhaust passage 42 includes a bypass passage 54 that bypasses the exhaust gas upstream of the turbine 53 downstream of the turbine 53, and a wastegate valve provided in the bypass passage 54 that can adjust the flow rate of the exhaust gas guided to the turbine 53. 55 is provided. Therefore, by controlling the opening degree of the wastegate valve 55, the exhaust flow rate flowing into the turbine 53, that is, the boost pressure of the intake air is adjusted. The exhaust gas passing through the turbine 53 or the wastegate valve 55 is purified by the start catalytic converter 56 and the aftertreatment device 57 provided at predetermined positions in the exhaust passage 42, and then released to the atmosphere. Includes a start catalyst converter 56, such as a three-way catalyst. The aftertreatment device 57 is a GPF that is a filter that collects PM contained in the exhaust gas of the engine 13 and has a function of a three-way catalyst added. By executing the GPF regeneration control in which the exhaust gas above the regeneration temperature range in which the PM burns is sent to the GPF inside the aftertreatment device 57, the PM deposited in the GPF is burned to become a gas such as carbon dioxide. The PM deposited on the GPF is removed. The start catalyst converter 56 may add the function of a three-way catalyst to the GPF, and the aftertreatment device 57 may not have the function of the GPF but have the function of a three-way catalyst.

The three-way catalyst is a catalyst that purifies nitrogen oxides (NOx), carbon monoxide (CO), and unburned hydrocarbons (HC) contained in the exhaust gas flowing through the exhaust passage of the engine 13. The three-way catalyst reduces NOx to nitrogen and oxygen in the presence of a reducing gas (H2, CO or hydrocarbon), oxidizes carbon monoxide to carbon dioxide in the presence of an oxidizing gas, and of the oxidizing gas. Oxidizes unburned hydrocarbons (HC) into carbon dioxide and water in the presence. In order for the three-way catalyst to efficiently oxidize or reduce, it is necessary for the engine 13 to completely burn the fuel and burn (stoichiometry) at a stoichiometry with no excess oxygen. When oxygen is in a lean state, it is not preferable for purifying NOx by a three-way catalyst. If the temperature of the catalyst is lower than the proper temperature range (active temperature range), the efficiency of the three-way catalyst will decrease.

Since the start catalyst converter 56 is provided in the upstream portion (the portion close to the combustion chamber) of the exhaust passage 42, the start catalyst converter 56 rises to the active temperature within a short time after the engine 13 is started. Further, the aftertreatment device 57 located on the downstream side purifies HC, CO and NOx that could not be purified by the start catalytic converter 56.

The engine 13 is provided with an EGR device (Exhaust Gas Recirculation device) 58 for inflowing exhaust gas into the intake passage 41. The EGR device 58 includes an EGR passage 59, an EGR valve 60, and an EGR cooler 61. The EGR passage 59 takes out a part of the exhaust gas from the exhaust passage 42 as EGR gas and guides it to the intake passage 41. The EGR valve 60 adjusts the flow rate of the EGR gas flowing through the EGR passage 59. The EGR cooler 61 cools the EGR gas flowing through the EGR passage 59. The EGR passage 59 connects a portion of the exhaust passage 42 between the start catalytic converter 56 and the aftertreatment device 57 and a portion of the intake passage 41 between the compressor 48 and the air flow meter 50.

<About the configuration of the control unit>
FIG. 3 is a block diagram showing an example of the configuration of the control unit 11. As shown in FIG. 3, the control unit 11 includes an HV (Hybrid Vehicle) -ECU (Electronic Control Unit) 62, an MG-ECU 63, and an engine ECU 64.

The HV-ECU 62 is a control device for cooperatively controlling the engine 13, the first MG14, and the second MG15. The MG-ECU 63 is a control device for controlling the operation of the PCU 81. The engine ECU 64 is a control device for controlling the operation of the engine 13.

The HV-ECU 62, MG-ECU 63, and engine ECU 64 are all connected sensors, input / output devices for exchanging signals with other ECUs, and storage devices used for storing various control programs, maps, and the like. It is configured to include a ROM (Read Only Memory), a RAM (Random Access Memory), etc.), a central processing unit (CPU) for executing a control program, and a counter for measuring time.

The HV-ECU 62 includes a vehicle speed sensor 66, an accelerator opening sensor 67, a first MG rotation speed sensor 68, a second MG rotation speed sensor 69, an engine rotation speed sensor 70, a turbine rotation speed sensor 71, and supercharging. The pressure sensor 72, the battery monitoring unit 73, the first MG temperature sensor 74, the second MG temperature sensor 75, the first INV temperature sensor 76, the second INV temperature sensor 77, the catalyst temperature sensor 78, and the turbine temperature sensor 79. Are connected respectively.

The vehicle speed sensor 66 detects the speed (vehicle speed) of the vehicle 10. The accelerator opening sensor 67 detects the amount of depression of the accelerator pedal (accelerator opening). The first MG rotation speed sensor 68 detects the rotation speed of the first MG 14. The second MG rotation speed sensor 69 detects the rotation speed of the second MG 15. The engine rotation speed sensor 70 detects the rotation speed (engine rotation speed) of the output shaft 22 of the engine 13. The turbine rotation speed sensor 71 detects the rotation speed of the turbine 53 of the turbocharger 47. The boost pressure sensor 72 detects the boost pressure of the engine 13. The first MG temperature sensor 74 detects the internal temperature of the first MG 14, for example, the temperature associated with the coil or magnet. The second MG temperature sensor 75 detects the internal temperature of the second MG 15, for example, the temperature associated with the coil or magnet. The first INV temperature sensor 76 detects the temperature of the first inverter 16, for example, the temperature associated with the switching element. The second INV temperature sensor 77 detects the temperature of the second inverter 17, for example, the temperature associated with the switching element. The catalyst temperature sensor 78 detects the temperature of the aftertreatment device 57. The turbine temperature sensor 79 detects the temperature of the turbine 53. The various sensors output signals indicating the detection results to the HV-ECU 62.

The battery monitoring unit 73 acquires a charge rate (SOC: State of Charge), which is the ratio of the remaining charge amount to the full charge capacity of the battery 18, and outputs a signal indicating the acquired SOC to the HV-ECU 62. The battery monitoring unit 73 includes, for example, a sensor that detects the current, voltage, and temperature of the battery 18. The battery monitoring unit 73 acquires the SOC by calculating the SOC using the detected current, voltage, and temperature of the battery 18. As a method for calculating SOC, various known methods such as a method based on current value integration (Coulomb count) or a method based on estimation of open circuit voltage (OCV) can be adopted.

<About vehicle running control>
The vehicle 10 having the above configuration runs in a hybrid (HV) driving mode in which the engine 13 and the second MG 15 are power sources, the engine 13 is stopped, and the second MG 15 is driven by the electric power stored in the battery 18. It is possible to set or switch to a driving mode such as an electric (EV) driving mode. Each mode is set or switched by the HV-ECU 62. The HV-ECU 62 controls the engine 13, the first MG14 and the second MG15 based on the set or switched driving mode.

The EV driving mode is, for example, a mode selected in a low-load driving region where the vehicle speed is low and the required driving force is small, and is a driving mode in which the operation of the engine 13 is stopped and the second MG 15 outputs the driving force. ..

The HV driving mode is a mode selected in a high-load driving region where the vehicle speed is high and the required driving force is large, and is a driving mode in which the total torque of the driving torque of the engine 13 and the driving torque of the second MG 15 is output. is there.

In the HV traveling mode, when the drive torque output from the engine 13 is transmitted to the drive wheels 24, the reaction force is applied to the planetary gear mechanism 20 by the first MG 14. Therefore, the sun gear S functions as a reaction force element. That is, in order to apply the engine torque to the drive wheels 24, the reaction torque with respect to the engine torque is controlled to be output to the first MG 14. In this case, regenerative control that causes the first MG 14 to function as a generator can be executed.

Hereinafter, the coordinated control of the engine 13, the first MG14, and the second MG15 during the operation of the vehicle 10 will be described.

The HV-ECU 62 calculates the required driving force based on the accelerator opening degree or the like determined by the amount of depression of the accelerator pedal. The HV-ECU 62 calculates the required running power of the vehicle 10 based on the calculated required driving force and the vehicle speed. The HV-ECU 62 calculates the value obtained by adding the charge / discharge required power of the battery 18 to the required running power as the required system power.

The HV-ECU 62 determines whether or not the operation of the engine 13 is required according to the calculated required system power. The HV-ECU 62 determines, for example, that the operation of the engine 13 is required when the required system power exceeds the threshold value. The HV-ECU 62 sets the HV traveling mode as the traveling mode when the operation of the engine 13 is required. The HV-ECU 62 sets the EV traveling mode as the traveling mode when the operation of the engine 13 is not required.

The HV-ECU 62 calculates the required power for the engine 13 (hereinafter referred to as the required engine power) when the operation of the engine 13 is required (that is, when the HV driving mode is set). The HV-ECU 62 calculates, for example, the required system power as the required engine power. The HV-ECU 62 calculates, for example, when the required system power exceeds the upper limit value of the required engine power, the upper limit value of the required engine power is calculated as the required engine power. The HV-ECU 62 outputs the calculated required engine power to the engine ECU 64 as an engine operation state command.

The engine ECU 64 performs various controls on each part of the engine 13, such as the intake throttle valve 49, the spark plug 45, the wastegate valve 55, and the EGR valve 60, based on the engine operation state command input from the HV-ECU 62.

Further, the HV-ECU 62 sets the operating point of the engine 13 in the coordinate system defined by the engine rotation speed and the engine torque using the calculated required engine power. The HV-ECU 62 sets, for example, an intersection of an equal power line having the same output as the required engine power and a predetermined operating line in the coordinate system as an operating point of the engine 13.

The predetermined operation line indicates the change locus of the engine torque with respect to the change of the engine rotation speed in the coordinate system. For example, the change locus of the engine torque with good fuel efficiency is adapted and set by an experiment or the like.

The HV-ECU 62 sets the engine rotation speed corresponding to the set operating point as the target engine rotation speed.

When the target engine rotation speed is set, the HV-ECU 62 sets the torque command value of the first MG 14 for setting the current engine rotation speed to the target engine rotation speed. The HV-ECU 62 sets the torque command value of the first MG 14 by, for example, feedback control based on the difference between the current engine rotation speed and the target engine rotation speed.

The HV-ECU 62 calculates the amount of engine torque transmitted to the drive wheels 24 from the set torque command value of the first MG 14, and sets the torque command value of the second MG 15 so as to satisfy the required driving force. The HV-ECU 62 outputs the set torque command values of the first MG 14 and the second MG 15 to the MG-ECU 63 as the first MG torque command and the second MG torque command, respectively.

The MG-ECU 63 calculates the current value and its frequency corresponding to the torque generated in the first MG 14 and the second MG 15 based on the first MG torque command and the second MG torque command input from the HV-ECU 62, and calculates the calculated current value and the frequency thereof. A signal including that frequency is output to the PCU 81.

For example, the HV-ECU 62 may request an increase in the supercharging pressure when the accelerator opening exceeds the threshold value for starting the turbocharger 47, or the supercharging pressure when the required engine power exceeds the threshold value. An increase may be required, or an increase in supercharging pressure may be required when the engine torque corresponding to the set operating point exceeds the threshold value.

Although the configuration in which the HV-ECU 62, the MG-ECU 63, and the engine ECU 64 are separated is described as an example in FIG. 3, it may be configured by one ECU in which these are integrated.

FIG. 4 is a diagram illustrating an operating point of the engine 13. In FIG. 4, the vertical axis represents the torque Te of the engine 13, and the horizontal axis represents the rotation speed Ne of the engine 13.

With reference to FIG. 4, line L1 indicates the maximum torque that the engine 13 can output. The dotted line L2 indicates a line (supercharging line) at which supercharging by the turbocharger 47 is started. When the torque Te of the engine 13 exceeds the supercharging line L2, the wastegate valve 55, which was fully open, is operated in the closing direction. By adjusting the opening degree of the wastegate valve 55, the exhaust flow rate flowing into the turbine 53 of the turbocharger 47 can be adjusted, and the supercharging pressure of the intake air can be adjusted through the compressor 48. When the torque Te is below the supercharging line L2, the turbocharger 47 can be deactivated by fully opening the wastegate valve 55.

In the vehicle 10, the operating point of the engine 13 can be changed by controlling the engine 13 and the first MG 14. Further, since the final vehicle driving force can be adjusted by controlling the second MG 15, the operating point of the engine 13 can be moved while adjusting (for example, maintaining) the vehicle driving force. Here, a method of moving the operating point of the engine 13 will be described below.

5 to 7 are collinear diagrams showing the relationship between the rotational speed and torque of the engine 13, the first MG 14, and the output element. FIG. 5 is a collinear diagram showing the relationship between the rotational speed and torque of each element before changing the operating point of the engine 13. FIG. 6 is a collinear diagram showing the relationship between the rotational speed and torque of each element when the rotational speed Ne of the engine 13 is increased from the state shown in FIG. FIG. 7 is a collinear diagram showing the relationship between the rotational speed and the torque of each element when the torque Te of the engine 13 is increased from the state shown in FIG.

In each of FIGS. 5 to 7, the output element is a ring gear R connected to the counter shaft 25 (FIG. 1). The position on the vertical axis indicates the rotation speed of each element (engine 13, first MG14, and second MG15), and the interval on the vertical axis indicates the gear ratio of the planetary gear mechanism 20. “Te” indicates the torque of the engine 13, and “Tg” indicates the torque of the first MG 14. “Tep” indicates the direct torque of the engine 13, and “Tm1” is the torque obtained by converting the torque Tm of the second MG 15 onto the output element. The sum of Tep and Tm1 corresponds to the torque output to the drive shaft (counter shaft 25). The up arrow indicates the torque in the positive direction, the down arrow indicates the torque in the negative direction, and the length of the arrow indicates the magnitude of the torque.

With reference to FIGS. 5 and 6, the dotted line in FIG. 6 shows the relationship before the rotation speed Ne is increased, and corresponds to the line shown in FIG. Since the relationship between the torque Te of the engine 13 and the torque Tg of the first MG 14 is uniquely determined by the gear ratio of the planetary gear mechanism 20, the first MG 14 so as to increase the rotation speed of the first MG 14 while maintaining the torque Tg of the first MG 14. By controlling the above, the rotational speed Ne of the engine 13 can be increased while maintaining the driving torque.

Further, with reference to FIGS. 5 and 7, the torque Te of the engine 13 can be increased by controlling the engine 13 so that the output (power) of the engine 13 increases. At this time, by increasing the torque Tg of the first MG 14 so that the rotation speed of the first MG 14 does not increase, the torque Te of the engine 13 can be increased while maintaining the rotation speed Ne of the engine 13. Since the engine direct torque Tip increases as the torque Te increases, the torque of the drive shaft can be maintained by controlling the second MG 15 so that the torque Tm1 decreases.

When the torque Te of the engine 13 is increased, the torque Tg of the first MG 14 is increased, so that the generated power of the first MG 14 is increased. At this time, if the charging of the battery 18 is not restricted, the increased generated power can be charged to the battery 18.

On the other hand, although not particularly shown, the torque Te of the engine 13 can be reduced by controlling the engine 13 so that the output (power) of the engine 13 is reduced. At this time, by reducing the torque Tg of the first MG 14 so that the rotation speed of the first MG 14 does not decrease, the torque Te of the engine 13 can be decreased while maintaining the rotation speed Ne of the engine 13. Then, in this case, since the torque Tg of the first MG 14 decreases, the generated power of the first MG 14 decreases. At this time, if the discharge of the battery 18 is not limited, the decrease in power generation of the first MG 14 can be compensated by increasing the discharge of the battery 18.

Again, with reference to FIG. 4, line L3 indicates the recommended operating line for engine 13. That is, the engine 13 is normally controlled so that an operating point determined by torque Te and rotation speed Ne moves on a preset recommended operating line (line L3).

FIG. 8 is a diagram showing an optimum fuel consumption line which is an example of a recommended operation line of the engine 13. With reference to FIG. 8, the line L5 is an operation line predetermined by a preliminary evaluation test, a simulation, or the like so as to minimize the fuel consumption of the engine 13. By controlling the operating point of the engine 13 on the line L5, the fuel consumption of the engine 13 with respect to the required power becomes optimum (minimum). The dotted line L6 is an equal power line of the engine 13 corresponding to the required power. In FIG. 4, the dotted line L41 is an equal power line. By controlling the engine 13 so that the operating point of the engine 13 becomes the intersection E0 between the dotted line L6 and the line L5, the fuel consumption of the engine 13 becomes optimum (minimum). The closed curve group η in the figure indicates the isoefficiency line of the engine 13, and the efficiency of the engine 13 increases toward the center.

<Explanation of basic calculation process of operating point>
FIG. 9 is a flowchart showing an example of the basic calculation process for determining the operating points of the engine 13, the first MG14, and the second MG15. The series of processes shown in this flowchart are repeatedly executed in the HV-ECU 62 at predetermined intervals.

With reference to FIG. 9, the HV-ECU 62 acquires information such as the accelerator opening degree, the selected shift range, and the vehicle speed (step S10). The accelerator opening degree is detected by the accelerator opening degree sensor 67, and the vehicle speed is detected by the vehicle speed sensor 66. Instead of the vehicle speed, the rotation speed of the drive shaft or the propeller shaft may be used.

Next, the HV-ECU 62 uses a driving force map showing the relationship between the required driving force, the accelerator opening degree, and the vehicle speed, which is prepared in advance for each shift range, and uses the required driving force (torque) from the information acquired in step S10. ) Is calculated (step S15). Then, the HV-ECU 62 multiplies the calculated required driving force by the vehicle speed, adds a predetermined loss power, and calculates the traveling power of the vehicle (step S20).

Subsequently, when there is a charge / discharge request (power) of the battery 18, the HV-ECU 62 calculates a value obtained by adding the charge / discharge request (charging is a positive value) to the calculated running power as the system power. (Step S25). The charge / discharge request can be, for example, a larger positive value as the SOC of the battery 18 is lower, and a negative value when the SOC is higher.

Next, the HV-ECU 62 determines whether to start / stop the engine 13 based on the calculated system power and running power (step S30). For example, when the system power is larger than the first threshold value, or when the running power is larger than the second threshold value, it is determined that the engine 13 is operated.

Then, when it is determined that the engine 13 is to be operated, the HV-ECU 62 executes the processes after step S35 (HV traveling mode). Although not particularly shown, when it is determined that the engine 13 is stopped (EV driving mode), the torque Tm of the second MG 15 is calculated based on the required driving force.

While the engine 13 is operating (in the HV traveling mode), the HV-ECU 62 calculates the power Pe of the engine 13 from the system power calculated in step S25 (step S35). This power Pe is calculated by making various corrections and restrictions on the system power. The power Pe of the engine 13 calculated here is output to the engine ECU 64 as a power command of the engine 13.

Next, the HV-ECU 62 calculates the rotation speed Ne (target engine rotation speed) of the engine 13 (step S40). In this embodiment, as described above, the rotation speed Ne is calculated so that the operating point of the engine 13 rides on the line L3 (recommended operating line) shown in FIG. 4 and the like. Specifically, the relationship between the power Pe and the rotation speed Ne on which the operating point of the engine 13 is on the line L3 (recommended operating line) is prepared in advance as a map or the like, and is calculated in step S35 using the map. The rotation speed Ne is calculated from the power Pe. When the rotation speed Ne is determined, the torque Te (target engine torque) of the engine 13 is also determined. As a result, the operating point of the engine 13 is determined.

Next, the HV-ECU 62 calculates the torque Tg of the first MG 14 (step S45). The torque Te of the engine 13 can be estimated from the rotation speed Ne of the engine 13, and the relationship between the torque Te and the torque Tg is uniquely determined by the gear ratio of the planetary gear mechanism 20, so the torque Tg is calculated from the rotation speed Ne. can do. The torque Tg calculated here is output to the MG-ECU 63 as a torque command of the first MG 14.

Further, the HV-ECU 62 calculates the engine direct torque Tep (step S50). Since the relationship between the engine direct torque Tep and the torque Te (or torque Tg) is uniquely determined by the gear ratio of the planetary gear mechanism 20, the engine direct torque Tep can be calculated from the calculated torque Te or torque Tg.

Finally, the HV-ECU 62 calculates the torque Tm of the second MG 15 (step S50). The torque Tm is determined so as to realize the required driving force (torque) calculated in step S15, and can be calculated by subtracting the engine direct torque Tip from the required driving force converted on the output shaft. The torque Tm calculated here is output to the MG-ECU 63 as a torque command of the second MG 15.

As described above, the operating points of the engine 13 and the operating points of the first MG 14 and the second MG 15 are calculated.

<Exhaust temperature control>
In the vehicle 10 of this disclosure, the exhaust energy tends to be low because the exhaust energy is used for supercharging by the turbocharger 47. As a result, the temperature of the exhaust gas flowing into the aftertreatment device 57 including the GPF that collects the PM contained in the exhaust gas of the engine 13 is lowered, so that the GPF cannot be regenerated by the high temperature exhaust gas. As a result, the function of the GPF may deteriorate.

Therefore, when the HV-ECU 62 according to this disclosure executes the regeneration control for burning the PM accumulated in the GPF, the rotation speed of the engine 13 and the rotation speed of the engine 13 are set so that the temperature of the GPF is within the regeneration temperature range in which the regeneration control can be executed. The engine 13 and the first MG 14 are controlled so as to move the operating point on the map showing the relationship with the generated torque to the side where the generated torque is low. Thereby, the temperature of GPF can be set to be within the regeneration temperature range. As a result, deterioration of the function of GPF can be suppressed.

Hereinafter, the control in this embodiment will be described. FIG. 10 is a flowchart showing the flow of the GPF temperature-related processing of this embodiment. This GPF temperature-related process is called and executed by the CPU of the HV-ECU 62 from the higher-level process at predetermined control cycles.

With reference to FIG. 10, the HV-ECU 62 determines whether or not the GPF reproduction control described later is being executed (step S111). When it is determined that the GPF regeneration control is not being executed (NO in step S111), the HV-ECU 62 acquires the mileage from the previous GPF regeneration (step S112). The mileage from the previous GPF regeneration is integrated by the HV-ECU 62.

Then, the HV-ECU 62 determines whether or not the condition for starting the reproduction of the GPF is satisfied (step S113). The condition for starting the reproduction of the GPF is, for example, the condition that the mileage from the previous reproduction of the GPF acquired in step S112 has reached a predetermined distance.

However, the condition for starting the regeneration of the GPF is not limited to this, and may be a condition for determining that the accumulation of PM on the GPF has progressed to a considerable extent. For example, the engine from the previous regeneration of the GPF. The operating time may be 13. The operating time or mileage of the engine 13 at a temperature at which PM is likely to occur may be used. A sensor for measuring the differential pressure between the inlet and the outlet of the aftertreatment device 57 may be provided, and the condition may be that the differential pressure is equal to or higher than a predetermined value at which it can be determined that a predetermined amount or more of PM is deposited on the GPF. .. It is a condition that temperature sensors are provided on the inlet side and the outlet of the aftertreatment device 57, and the difference between the temperature on the inlet side and the temperature at the outlet is equal to or more than a predetermined value due to heating by combustion of PM deposited on the GPF. You may.

Further, the condition for starting the regeneration of the GPF may be any timing during each running of the vehicle 10, regardless of whether or not the accumulation of PM on the GPF has progressed to a considerable extent. .. In this case, the time from the start of the GPF regeneration control under the end condition of the GPF regeneration control described later is significantly larger than the time under the end condition when the accumulation of PM on the GPF has progressed to a considerable extent. It can be a short time.

When it is determined that the start condition for the recovery of the catalyst is not satisfied (NO in step S113), the HV-ECU 62 returns the process to be executed to the process higher than the caller of the GPF temperature-related process. FIG. 11 is a diagram for explaining the movement of the operating point by the GPF reproduction control. When it is determined that the GPF reproduction start condition is satisfied (YES in step S113), as shown in FIG. 11, the operating point on the recommended operation line L3 is set to the equal output line L6 of the GPF in the post-processing device 57. The execution of the GPF regeneration control for changing the temperature to the operating point higher than the predetermined temperature is started (step S114). After that, the HV-ECU 62 returns the process to be executed to a higher-level process of the caller of the GPF temperature-related process.

With reference to FIG. 11, for example, when the operating point is controlled to move on the operating line L3, the operating point E1 indicated by the black circle on the operating line L3 has the temperature of the catalyst on the equal output line L6. The execution of the GPF regeneration control for changing to the operating point E2 indicated by the star whose predetermined temperature is high is started. Although the equal output line corresponding to the output of the engine 13 different from the equal output line L6 is not shown, it exists in parallel with the equal output line L6.

The temperature of the aftertreatment device 57 on the right side of the equal catalyst temperature line L7 is higher than the temperature of the aftertreatment device 57 on the equal catalyst temperature line L7, and the temperature of the aftertreatment device 57 on the left side of the equal catalyst temperature line L7 is the equal catalyst. It is lower than the temperature of the aftertreatment device 57 on the temperature line L7. Although the isocatalyst temperature line corresponding to the temperature of the aftertreatment device 57 different from the isocatalyst temperature line L7 is not shown, it exists in parallel with the isocatalyst temperature line L7.

In the supercharging region where the generated torque Te is higher than the supercharging line L2, if the output of the engine 13 is the same as in the low NA region, exhaust energy is deprived due to supercharging, so post-processing including GPF The temperature of the device 57 becomes low.

When the control for increasing the rotational speed Ne and the generated torque Te indicated by the operating points on the operating line L3 is being executed, the operating points E2 corresponding to the moved operating points E1 are continuously changed. The operating point moves on the operation line L5.

Further, when the engine 13 is operated while holding the operating point E1 on the operating line L3, the operating point is changed to the operating point E2 on the operating line L5 corresponding to the operating point E1 and the engine 13 is operated. It will be driven.

Returning to FIG. 10, when it is determined that the GPF regeneration control is being executed (YES in step S111), the HV-ECU 62 determines whether or not the end condition of the GPF regeneration control is satisfied (step S115). The end condition of the GPF regeneration control is, for example, a condition that a predetermined time has elapsed from the start of the GPF regeneration control. However, the end condition of the GPF regeneration control is not limited to this, and may be a condition for determining that the PM deposited on the GPF has been removed to a considerable extent. For example, from the start of the GPF regeneration control to the post-processing device 57. It may be a condition that the integrated time at which the temperature of the above is a temperature suitable for the regeneration of GPF has reached a predetermined time, or a condition that the mileage from the start of the GPF regeneration control has reached a predetermined distance. It may be. When it is determined that the end condition of the GPF reproduction control is satisfied (YES in step S115), the HV-ECU 62 controls to end the GPF reproduction control and return the operating point to the recommended operation line L3 (step S116).

When it is determined that the end condition of the GPF regeneration control is not satisfied (NO in step S115), and after step S116, the HV-ECU 62 executes the process to be executed at a higher level of the caller of the GPF temperature-related process. Return to.

<Modification example>
(1) In the above-described embodiment, the catalyst is a three-way catalyst. However, the catalyst is not limited to this, and the catalyst may be a catalyst of a different type from the three-way catalyst.

(2) In the above-described embodiment, as shown in FIG. 2, the supercharger is a so-called turbocharger 47 driven by the energy of the exhaust gas. However, the supercharger is not limited to this, and the supercharger may be a mechanical supercharger driven by rotation of an engine or an electric motor. Moreover, it is not necessary to have a supercharger.

(3) In the above-described embodiment, as shown in FIG. 11, the rotation speed is not particularly limited in the region where the generated torque Te is low. However, the present invention is not limited to this, and when the GPF regeneration control is executed, the rotation speed of the engine 13 indicated by the operating point may be controlled to be less than a predetermined value. The predetermined value is an average rotation speed value at which the person riding the vehicle 10 feels uncomfortable with noise and vibration when the rotation speed becomes equal to or higher than the predetermined value. As a result, noise and vibration generated from the engine 13 can be suppressed even when the GPF temperature is controlled to be within the reproduction temperature range.

(4) In the above-described embodiment, as shown in step S114 of FIG. 10, the operating point is changed on the equal output line. However, if the exhaust temperature is changed to a different operating point, the present invention is not limited to this, and the equal output line may be changed to a slightly deviated operating point.

(5) The above-described embodiment can be regarded as disclosure of a hybrid vehicle such as the vehicle 10. Further, the above-described embodiment can be regarded as disclosure of a control device for a hybrid vehicle such as an HV-ECU 62. Further, the above-described embodiment can be regarded as a disclosure of a control method in which the control device executes the GPF temperature-related processing shown in FIG. Further, the above-described embodiment can be regarded as the disclosure of the program of the GPF temperature-related processing shown in FIG. 10 executed by the control device.

<Effect>
(1) As shown in FIGS. 1 to 3, in the vehicle 10, the engine 13, the first MG14, the planetary gear mechanism 20 connecting the engine 13, the first MG14, and the counter shaft 25, and the exhaust of the engine 13 The GPF in the post-processing device 57 that collects the PM contained in the engine 13 and the HV-ECU 62 configured to control the engine 13 and the first MG 14. As shown in FIGS. 10 and 11, when the HV-ECU 62 executes the regeneration control for burning the PM accumulated in the GPF, the engine so that the temperature of the GPF is within the regeneration temperature range in which the regeneration control can be executed. The engine 13 and the first MG 14 are controlled so as to move the operating point on the map shown in FIG. 4, which shows the relationship between the rotation speed of 13 and the generated torque, to the side where the generated torque is low.

Thereby, the temperature of GPF can be set to be within the regeneration temperature range. As a result, deterioration of the GPF function of the aftertreatment device 57 can be suppressed.

(2) As shown in FIGS. 10 and 11, the HV-ECU 62 moves on the equal output line when the operating point is moved. As a result, the output of the engine 13 can be kept constant even when the operating point is moved. As a result, the traveling can be continued without significantly increasing or decreasing the charge / discharge amount of the battery 18 while keeping the driving force constant.

(3) As shown in FIG. 2, the engine 13 includes a turbocharger 47 that supercharges the intake air to the engine 13 by utilizing the energy of the exhaust gas from the engine 13. As shown in FIG. 4, the supercharging line L2 defined on the map is a turbocharger when the torque generated by the engine 13 indicated by the operating point on the map exceeds the supercharging line L2. It is a line that supercharges the intake air by 47. As shown in FIGS. 10 and 11, the HV-ECU 62 is in a state of being lower when the torque generated by the engine 13 indicated by the operating point on the map is higher than the supercharging line L2. Move the operating point like this.

As a result, it is possible to lengthen the time during which the GPF temperature is equal to or higher than the regeneration temperature range, as compared with the case where the operating point is not moved. As a result, the GPF's ability to collect PM can be restored. By setting the operating point below the supercharging line L2, the operating point enters the NA range, so that the engine 13 can be operated in a lean atmosphere where the air-fuel ratio is lower than that in the supercharging range. Therefore, PM in the exhaust can be suppressed.

Each of the embodiments disclosed this time is also planned to be implemented in combination as appropriate. And it should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present disclosure is indicated by the scope of claims rather than the description of the embodiment described above, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

10 Vehicle, 11 Control Unit, 13 Engine, 14 1st MG, 15 2nd MG, 16 1st Inverter, 17 2nd Inverter, 18 Battery, 20 Planetary Gear Mechanism, 21 Output Gear, 22 Output Shaft, 23, 30 Rotor Shaft, 24 drive wheels, 25 counter shafts, 26 driven gears, 27, 31 drive gears, 28 differential gears, 29 ring gears, 32, 33 drive shafts, 40 engine bodies, 40a, 40b, 40c, 40d cylinders, 41 intake passages, 42 exhaust passages. , 43 Intake valve, 44 Exhaust valve, 45 Ignition plug, 46 Intake manifold, 47 Turbocharger, 48 Compressor, 49 Intake throttle valve, 50 Airflow meter, 51 Intercooler, 52 Exhaust manifold, 53 Turbine, 54 Bypass passage, 55 Waste Gate valve, 56 start catalytic converter, 57 aftertreatment device, 58 EGR device, 59 EGR passage, 60 EGR valve, 61 EGR cooler, 62 HV-ECU, 63 MG-ECU, 64 engine ECU, 66 vehicle speed sensor, 67 accelerator open Degree sensor, 68 1st MG rotation speed sensor, 69 2nd MG rotation speed sensor, 70 engine rotation speed sensor, 71 turbine rotation speed sensor, 72 boost pressure sensor, 73 battery monitoring unit, 74 1st MG temperature sensor, 75 2nd MG temperature Sensor, 76 1st INV temperature sensor, 77 2nd INV temperature sensor, 78 catalyst temperature sensor, 79 turbine temperature sensor, 81 PCI, 83 converter.

Claims (3)

With an internal combustion engine
With a rotary electric machine
A planetary gear mechanism that connects the internal combustion engine, the rotary electric machine, and the output shaft,
A filter that collects particulate matter contained in the exhaust gas of the internal combustion engine,
The internal combustion engine and the control device configured to control the rotary electric machine are provided.
When the control device executes regeneration control for burning the particulate matter deposited on the filter, the rotation speed of the internal combustion engine so that the temperature of the filter is within the regeneration temperature range in which the regeneration control can be executed. A hybrid vehicle that controls the internal combustion engine and the rotary electric machine so as to move the operating point on the map showing the relationship between the generated torque and the generated torque to the side where the generated torque is low. The hybrid vehicle according to claim 1, wherein the control device moves on an equal output line when the operating point is moved. The internal combustion engine includes a supercharger that supercharges intake air to the internal combustion engine by utilizing the energy of exhaust gas from the internal combustion engine.
The supercharging line defined on the map supercharges the intake air by the supercharger when the torque generated by the internal combustion engine indicated by the operating point on the map exceeds the supercharging line. It is a line to do
The control device
The first aspect of the present invention, wherein when the torque generated by the internal combustion engine indicated by the operating point on the map is above the supercharging line, the operating point is moved so as to be below the supercharging line. Hybrid vehicle.

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